Internal-combustion engine.



l. SAUER.

NTERNL CMBUSTON Nimofzvmn .T1msn un m, am.

ygqgygfggg Patented. Eem. "i, 1913.

OOOGGCOO n M VEN THR a carbureter for gasolene or oil engines f .I o H N sa r' iv 'Y o Rik N, Y.

' 'INTERNAncoi/isusrioi -ENeiNn Patented Jan. 7,1913.

appiicatioamea magie, i910. seriai No. 561,668.

.VZIiof the United Sta-tes, and a resident. of thecity of New York, East Williamsburgh, li'`of Queens, in the county of Queens anda tate of New York, have invented a new. and' Improved Internal-Combustion Engine, of `which the following is a full, clear, and exact description.

Among the principal objects which the present invention has in view are: to provide 'controlling means for regulating the explosive mixture delivered to the explosion chamber of an engine of the character set forth; to provide controlling means whereby thepropfrtions of the ingredients in the explosive mint-urev can be k'ept constant; to provide-a valve for admitting auxiliary air to" an engine of the character 'set forth, said valve being y interposed .bet-Ween the intake -ofisaid engine and the carbureter thereof;

and to provide a housingrfork the "intake valve employed by me iii-t e present invention. y

One embodiment of the present invention is disclosed by the structure illustrated in the accompanying drawings, 1n which like ycharacters-j f reference denote corresponding parts? in all the views, and in Figure 1 is afside elevation of an engine i of thefcharacter set forth, constructed and arranged in: accordance with the present invention'; Fig." 2.,.is a vertical section of the same, takenon the line 2-2 in Fig. l; Fig. 3 is a top View ,of the valve housing for the engine, constructed in accordance with the presentinvention; Fig. 4 is a topview of a cylindrical valve mounted within the housing shown in Fig. 3; and Fig.'5 is a longitudinal section of a modified form of the, housing, showing the adaptation of the present invention to engines already sup-- plied with an intake valve housing.

The numeral V10 is employed to designate of any known and suitable type. The needle valve controlling screw 11 is that `which has beenemployed in the art heretofore to varyA the gassupply to meet the various conditions under which the engine isworked in the course of its operation. Thev objection. 'to this adjustment of the screw 11 has been well known to all inec'hanics employed in 'operating engines.- of the shown; liiirtlier, it is,` impossible to carefully and accurately adjust the carbureter to meet the requirements due to y the variation in speed of the motor by the means provided for the adjustment of the air supply as at present used. Fromthe inability to properly regulate the carbureter and supplylthereof there has arisen a set of difficulties known as the carbureter troubles. It is to avoid these troubles in large measure that I have herein provided a valve, the use of which may be employed to increase or diminish the engine suction on the carburetor, and to admix 'with the gasified oil a proper proportion of atmospheric air, and thereby produce perfect ex- .'plosive effects when varying the speed of the engine.

' In the drawings, and-particularly in Fig; 2 thereof, is shown an intake valve 12, the arrangement and construction whereof is in accord with the best practice of the present day. The seat of the said valve is provided at the delivery end of a passage 13, usually 1n open communication'with the delivery side of the carbureter 10.`r The stem of the valve 12 is passed through suitable bearingstherefor, and at the outside of the casing is provided a spring 14, the operation of which is to seat the valve 12. It is against the tension of the spring 14 that the suction within the compression chamber 15 operates. It will be seen that when the carbureter and the feed thereof are set for delivery of the necessary quantity of oil or gasolene for the .consumption adjusted to Y suction to move the valve 12, or to the fact that the successive suctions are closely joined, the valve does not properly seat, by all of which there is caused an inaccuracy and difficulty of operation, due to the failure to intake to the explosive chamber as from the carbureter, or 1n a delivery un er pressure of air downward through the carbureter, due to the partially opened valve 12 at the .time of the beginning of the compression. stroke of the compressor; These Ydiii-culties are overcome in the present invention by the interposition of a cylindrical valve 16, mounted in the casing 17, and between the outlet passage 13 and a delivery pipe 18 of the carbureter 10. In the casing 17 is provided a transverse smooth bore opening for lthe valve 16. The valve 16 is cylindrical in shape to fit the said bore opening, and is provided with end flanges 19 and 19 overlying the side of the casing 17, and forming guide members for the operation of the valve 16. On the end of the valve 16 is a crank handle 20, the upper end whereof is sometimes provided with a perforation 21 to receive in holding relation the end of a cable whereby the said crank handle may be operated from a distance, manually, or mechanically by a. governor.

The cylindrical valve 16 is provided with a line of perforations 22, 22. The perforations 22 are duplicated in size and design, and are disposed in such arrangement that when mounted in the casing 17 they aline with perforations 23, 24 and 25. 'The perforations 23, 24 and 25 have the same transverse dimension, and are arranged on the same base line. The said perforations, however, are elongated and are formed to distinct and separate lengths. The perforations 23, 23 are the shortestin length, the perforations 25, 25 are the longest in length, and the perforations 24, 24 are in length intermediate the perforations 23 and 25. .By this arrangement it will be seen that as the perforations 22, 22 are carried past the congregated perforations 23, 24 and 25, a variation in the passages between the interior of the valve 16 and the surrounding atmosphere is effected. As, for example, when the perforations 22, 22 are placed in apposition with the perforations 23, 24 and 25, and at the base line thereof, then the largest passage area' is provided for the entrance from the surrounding atmosphere to the interior of the said valve. When, however, the valve 16 is moved so that the perforations 22, 22 are removed from alinement with the perforations 23, 23, then the passage is reduced by the area of the perforations 23, 23. When` again, the valve is shifted to move the perforations 22, 22 out of apposition' with the perforations 24, 24, then the area is limited to the area of the perforations alined with the perforations 25, 25.

The valve 16 is provided with side openings 26 and 27. The opening 26 is shaped1 to correspond to a passage 28, formed in the engine -for introduction therein vof a supplementary supply of air or explosive mixtureto the compression chamber when the lfull amount has not been supplied by the opening of the valve l12, and in fast moving pistons the operation of the valve 12 is apt to be inetiicient to supply the full amount of explosive mixture in answer to the suction of the rising piston.`

The opening 27 is shaped and disposed as shown in the drawings, and particularly in Fig. 2 thereof, to open the communication between the delivery passage 13 and the delivery pipe 18. Extended between the openings 26 and 27 is a section of circular wall adapted to close the passage between the passage 13 and the pipe 18 when the valve 16 is moved Ato the position shown in dotted lines, by the handle 20. This closure of the coi'nmunieation between the passages 13 and 18 is subsequent to the closing of the perforations 22 and operates to cut off the fuel supply of the engine.

In the type of engine illustrated in the drawings, the under side of the piston is em-v ployed to compress the explosive mixture within the crank casing, which is constructed in air tight form for that purpose. The crank casing is provided with a cylindrical raceway in which the piston rod swings about the crank of the driving shaft. The piston in this type of engine is usually provided with elongated side walls suitably packed, and is further provided at the upper end with a batlling wall or projection adapted to be alined with the intakeport of the engine. The intake port is 'closed by the elongated wall of the piston, and is opened by the piston passing below or to one side of the said port. The intake port is in open communication with the compression or crank chamber, and the mixture in the passage is under the pressure of the gases within the said pressure or crank chamber. As is usual with engines of this type, the exhaust port is likewise closed and opened by the piston and the elongated side wall thereof, and as a rule simultaneously with or previous to the opening of the inlet port into the explosive chamber.

lVith an engine of the type described, the explosion is produced with reference to the compression in the explosive chamber of the explosive mixture, the explosion usually occurring at the' instant of passage of the crank over the dead center on the power stroke side. The rise of the piston on the return stroke produces a rarefaction or vacuum within the crank chamber, which opens the valve 12 and sucks from the carbureter 10 the necessary explosive mixture. It will be understood that at the beginning and the ending of the return stroke of the piston the movement of the same is slowed, and the vacuum therefore caused within the chamber 15, is the slightest. In the quarter part of the return stroke of the piston the rarefact-ion is greatest, and it is then that the valve 12 is widest opened and the' greatest suction is produced upon the carbureter and the valve therein. As a rule, this type of engine suffers from the fact that during the slow periods above referredto the valve 12 does not supply sufficient mixture to iill the chamber 15. It is to supply this shortage that the passage' 28 is provided. The passage 28 opens into the chamber 15 at the upper end of the stroke of the lower edge of the piston of the engine. Any rarefaction of the mixture in the chamber 15 is thereby relieved directly through the unchecked passage 28 communicating with the carbureter 10. It will be noted that with the beginning of the power stroke the passage 28 is cut off and the imprisoned mixture within the chamber 15 is compressed by the. fall of the piston, until the upper edge, or the head thereof, passes below the intake port of the engine, permitting the escape of the mixture from the chamber 15 into the explosive chamber thereof.

The supply of air through the perfora' tions 22, 22, and 23, 24, and 25, is Within the control of the operator. By the operation of valve 16 the excess suction pressure of the engine on the carbureter may be relieved by reason of the fact that the perforations 22 bein open, the suction operates to draw air t erethrough. It may also be stated that by the employment and manipulation of the valve 16 when constructed, arranged and disposed as shown in the drawings, the above-mentioned carbureter troubles are entirely and completely overcome. When an engine is equipped with a valve 16 and casing 17, thermanipulation of the screw 11 is dispensed with.

In conclusion it will be understood that if the carburetor be set to give the correct mixture of air and gasolene When the engine is operating at the first or lowest speed, the proper mixturewill be continuously maintained at the higher and maximum rates of speed. The usual practice is to set the needle valve of a carbureter to give the proper mixture for the normal speed. In most carbureters it is impossible without difficulty, to vary the supply of gasolene through the needle valve. As the result of this action, the proper mixture of gasolene and air in the explosive fuel is not supplied at either the maximum or minimum speeds of the engine. The usual result is that the mixture becomes at the low speeds so thin or poor in gasolene as to misre While at the high speeds the increment of suction produced by the more rapid action of the piston draws a non-calculable amount of gasolene past the needle valve andoverenriches the fuel or floods the engine. Will be understood that the perforations 23, 24 and 25 formed in the valve casing, are calculated to add to the fuel mixture, the necessary air, to'maintain the proportions of air and gasolene in the fuel at higher rates of speed of the engine. Thus, as the Itv valve 16 is rotated to a more full opened position, the number and size oft e perforations 23, 24 and 25 are increased to admlt air Within said valve. The perforations are Apipe casing 29 is employed, and in the said casing is rmed the equivalent of the cylindrical bore provided 1n the casing 17 for the valve 16. This form may be used in.

either the two-cycle or in the four-cycle type of engine.

It will be understood that Vthe valve 16 operates in the double capacity'of a throttle valve and an enriching valve, that'is to say, by means of the perforations 22 and the elongated slots 23, 24 and 25, the atmospheric air admitted for mixing with the explosive fuel, is controlled, being limited or increased as and simultaneously with the opening of the passage 28 and the passage 13. 4

It will be understood that lwhen the handle 2O is moved so that the perforations 22 are moved past the end of the 'slots 25, the wall of the cylindrical valve 16 has closed the passage 28, While the portion of the Wall which, in the full opened position of the valve extends between the passage 28 and the passage 13,! has been moved over the passage 13 to nearly close the same. -In this position the engine, when running at slow speed, is taking the richest fuel direct from the valve 10, but in a diminished quantity. It is Well understood that as the engine increases in speed the suction is like. wise increased, and 1f -not otherwise pro' vided for, the increased suction would draw an excess supply from the carbureter 10. It is to relieve this suction pressure on the carbureter and to reduce the richness of the gas that the valve 16 is provided. This is accomplished by the operator gradually opening the valve by means of the handle 20 as the engine gathers speed. It will also beunderstood that as the valve 16 is rotated, the passage from the pipe 18 to the pipe 13 is increased in proportion as the passage from the valve 16 to the passage 28 is increased. and also it will be understood that as the inlet of the two passages is thus increased, the supply of atmospheric air through the perforations 22 is proportionallv increased.

Havinnr aus described my invention, what 'nsI bodying a cylinder having an explosion chamber; an intake port for said chamber;

a cylindrical piston having elongated wallsv adapted to close and open said intake port and to operate as a compressor; a crank case forming a compression chamber in conjunction with said piston, said compressionchamber being in open communication with said explosion chamber through said intake port; a carbureter; a housing interposed between said carbureter and said compression chamber, said housing having a fuel delivery passage connecting said compression chamber and said carbureter; a spring seated valve disposed in said fuel delivery passage; a valve chamber formed in said housing having an air passage communicating with the surrounding atmosphere, said chamber having an auxiliary passage connecting said valve chamber and said compression chamber, said passage entering said compression chamber near the limit of the return stroke of said piston to be uncovered thereby at approximately the end of the return stroke of the said piston; and a manually operated valve mounted in said valve chamber, said valve having a plurality of closure members to control the admission of air to said chamber.

2. An internal combustion engine comprising a crank shaft, a cylinder having an explosion chamber; a cylindrical piston therein; a piston rod pivotally connected to a crank shaft; a crank casing for said shaft and piston rod adapted to form a compression chamber; a delivery duct connecting said compression chamber and cylinder having unrestricted delivery opening adapted to be closed by said piston; a fuel intake duct opening into said compression chamber below the path of said piston; an auxiliary duct opening into said compression chamber below the said piston when the same at the limit of its inward stroke;

a carbureter; a valve chamber interposed between and in communication with said fuel intake duct, said auxiliary duct, and said carbureter, said valve chamber having ports in communication with the surrounding atmosphere; and a valve mounted in said valve chamber arranged to control the opening into the said valve chamber of said fuel intake duct, said auxiliary duct and said ports opening to the atmosphere.

3. An internal combustion engine comprising a crank shaft, a cylinder having an explosion chamber; a cylindrical piston therein; a piston rod pivotally connected to a crank shaft; a crank casing for said shaft and piston rod adapted to form a compression chamber; a delivery duct connecting said compression chamber and t'ylinderhaving unrestricted delivery opening adapted to be closed by said piston; a fuel intake duct opening into said compression chamber below the path of said piston; an anxiliary duct opening into said compression chamber below the said piston when the same is at the limit of its inward stroke; a carbureter; a valve chamber interposed between and in communication with .said fuel intake duct, said auxiliary duct and said cai-bureter, said valve chamber having ports in communication with the surrounding atmosphere; and a rotary valve manually operable in said valve chamber, said valve being adjustable to open said ducts and ports to maintain constant the mixture of the explosive fuel supply.

In testimony whereof I have signed this specification in the presence of two subscribing witnesses.

JOHN SAUER.

Vtitnesses Wu, A. FLL-HR7 Max i BRUNKE. 

